Fluid automatic bicycle transmission

ABSTRACT

A bicycle hub having a fluid automatic transmission receiving power input from the rider which uses drag as the means to transfer power from an outer shell being rotated by the drive train to a stator and using applied torque to automatically control mechanical advantage in a limited manner by changing drag, this with flow restriction to limit the amount of shear possible thus the device is a fluid couple with torque-converter qualities. The ability to respond to torque in a way that changes mechanical advantage in a manner that the rider considers normal bicycle operation over varied terrain is what makes the device a fluid automatic bicycle transmission, an invention appropriate to small and fractional horsepower applications in general.

BACKGROUND

[0001] 1. Field of the Invention

[0002] This invention relates to several basic hydraulic devices,specifically the fluid couple, the common vane pump or motor and thesimple torque-converter.

[0003] 2. Background of the Invention

[0004] Classification: Bicycle, 280/216.000

[0005] Related classifications: Class 74, subclass 337, torqueresponsive reversing or ratio change; 74/730.1, gearing combined with afluid force torque transmitting device to form a drive train; 74/655,single gearing unit includes a fluid drive; 74/393, transmission withvarying speed ratio.

[0006] A basic torque-converter was the primary theoretical model forthis invention (see FIG. 2-A), where a power input 6, is applied to asurface 41, connected with fluid to an output stator 2, within a fluidchamber 9, and where the distance in fluid shear between the two FIG.2-AA, is controlled in response to changes in torque using springs 3 a,thereby changing “slip” or step-down as a means to change mechanicaladvantage for the rider automatically.

[0007] Automatic bicycle transmissions currently available are ingeneral gear shifting devices having torque sensing systems orgyroscopic control for torque or cadence, respectively, to move thechain from sprocket to sprocket as a transmission means. Fluid drivesand devices have been designed to include the ability to changemechanical advantage without gearing and without rider input [Sato 1995,5387000], these qualities defined as being essential to the operationand performance qualities of a fluid automatic bicycle transmission.This important patent by Sato embodies most of the underlying conceptsof fluid drives and automatic transmissions.

[0008] However, previous automatic bicycle transmissions and fluiddrives have significant drawbacks which prevent them from gaining thevolume market in bicycles. A most important factor in order for theindustry to adopt a fluid drive of any type is the need for the productto be a replacement part and not require any modification to thestandard bicycle. Therefore, this invention was intentionally designedto replace existing bicycle gearing of any standard type includingsingle-speed freewheel replacement, cassette of sprockets replacement,cassette freehub body replacement, standard freewheel multi-speedreplacement (see FIG. 5, A-D). Also, these same parts are functionallyapplied internally to the hub body for the important embodiment (seeFIG. 5-E, FIG. 16), to replace existing hubs.

[0009] The concept of an automatic transmission using a fluid totransfer power for bicycles has been considered for some time with arefined practical embodiment using a variable displacement pump andfixed displacement motor to change mechanical advantage in response topressure changes directly related to changes in rider torque by Sato inthe 1990's.

[0010] However, this invention is not a positive displacement device sodiverges from prior art on the method of transferring power usingfluids. This transmission invention applies concepts found among thefluid pump/motors in Class 415, Subclass 89, [Sharpneck 1883, Burdys1981], along with principles from Class 475, Subclass 94, [Taylor 1935,RE020988] as this invention uses drag as the primary means to transferpower, rotates the outer shell as the impeller and wherein vanes andsprings can be used to react to rider input torque by altering dragthereby changing mechanical advantage in a limited manner. Using drag asthe primary means to transfer power is a crucial difference from priorart in small and fractional horsepower rated transmissions that resultsin important advantages.

[0011] To adapt easily as a replacement part to bicycles and other smallhorsepower applications the transmission must fit on standard hubs,especially important with bicycles are the cassette replacement FIG.5-A, multi-speed freewheel replacement FIG. 5-C, and single speedfreewheel replacement FIG. 5-D, and any such device must use a basichollow geometry limited in width by the distance between the hub flange,spokes or rim support and the frame (see Inset FIG. 1). Going beyondsimple gear and freewheel replacement, the hub replacement FIG. 5-E, hasthe advantages of being less exposed to weather and abrasive road gritand also having cassette type cog replacement and like the otherembodiments is fully serviceable using common industry tools.

[0012] For this class of device design focus is on the ability of thetransmission to respond to torque with changes in mechanical advantagein a manner that the rider considers automatic transmission operationover varied terrain. Bicycle and other human powered vehicle ridershipcan be separated into groups by weight and aggressiveness in order toinventory transmissions tuned and adjusted to these groups within thewhole of cyclists worldwide, said tuning consisting of appropriatespring and recovery rates, viscosity and maximum flow constraints toallow a practical product to satisfy the variety of human poweredtransportation needs whether recreational or utility.

[0013] This invention uses a standard crankset with pedals 16 c having asingle front chainring sprocket 16 b, and having a chain 17, allsupported by a standard bicycle frame 21, and having a rear hub 12,having a fluid automatic transmission which is a standard gearingreplacement, said chain can deliver power to a rear sprocket 6,connected using threads or other means to an outer shell 4, of saidtransmission having a fluid chamber 9, said outer shell separated froman inner shell 1, by a pair of bearings 7 a-7 b, and sealing means 5 a-5b, so that as said outer shell rotates, drag caused by this motionwithin said fluid chamber accelerates the fluid which accelerates saidinner shell by dragging said stator affixed to said inner shell within aclosed fluid system to transfer power. The geometry shown in FIG. 2-Billustrates a basic fluid couple device using drag to transfer power.This type of device operates at a higher efficiency than positivedisplacement devices by having all bearing and seal friction add tooutput power whereas these are losses for the positive displacementdevice.

[0014] Another significant difference from prior art is that a positivedisplacement pump has a loss of output power from slip and must concernitself with precision seals and tolerances thus increasing cost ofmanufacture and a loss of efficiency as pressure goes up and as usagewears these down, whereas for the drag device slip is a means to changemechanical advantage without a significant loss of power with pressurebeing negative or suction, and, said drag device's internal parts neednot touch, thus wear is minimal and performance is less affected overtime than positive displacement devices. Having these advantages, sliponly need be reduced to a practical level so that the rider perceives“high gear” as minimum slip FIG. 3-B₁, with a range of change inmechanical advantage ending with what the rider perceives as “low gear”where slip is greatest FIG. 3-B₂. The rider's cadence is stepped up bythe front chainring sprocket 16 b, having more teeth than the rearsprocket 6. As step-down by the transmission increases with appliedtorque the mechanical advantage is increased until the powered wheel andcadence are approximately 1:1 for a normal “low gear” of saidtransmission for average cyclists; note that recumbent and many utilityhuman powered vehicles require as low a ratio as 1:2 for “low gear”.

[0015] These major differences are derived from rotating the housing 4,[Budrys 1983], using drag to transfer power with a fluid, [Sharpneck,1883], and then to use torque to change dimensions of the shear zonethus changing drag as the means to change mechanical advantage for therider without any other rider input for automatic operation.

[0016] Such automatic devices have distinct performance differences froma chain drive with multiple sprockets, among these is prominent thedistinction that as the rider adds more power the mechanical advantageis reduced. As the terrain changes, then, the transmission acts as atorque limiter up to a point, then the transmission becomes a fluidcouple and no longer allows any change to mechanical advantage whilegoing up a hill, and, when terrain is nearly level or downhill, thedevice will change until the minimum slip condition is reached. If thereis no hill and the rider adds more power the device reacts afterdampening with a lower gear ratio, then as the riders continues toaccelerate their high torque eventually becomes less per stroke as theacceleration is reduced and the device automatically compensates this byraising the mechanical advantage; the rider can thus control themechanical advantage consciously from the way they use changes in torquewhile pedaling. Therefore, this device while not requiring conscious andperceptive use by the rider can be used by a perceptive rider to changemechanical advantage on purpose or consciously, a highly desirablediscovery.

[0017] At human power ratings the total losses in power transfer forthis invention approach zero, therefore efficiency approaches 100%, avery high performance standard from a fluid transmission but simply dueto housing rotation changing frictional losses to a transfer of inputenergy to forward motion and the horsepower rating too small to generatesignificant heat losses.

[0018] At rates of output typical for casual riders continuous poweroutput is approximately 250-watts with a cadence of 40-60 rpm. Becauseof this low cadence and power output the clearances of the shear zoneand total flow within the device must be limited else there will be toomuch fluid for the rider to energize and power will not transfer in apractical manner to the inner shell.

[0019]FIG. 3 illustrates the change in clearances B₁, B₂, and B₃ betweenthe stator 2, and outer shell 4. To change drag in response to torque,springs 3 a, are compressed by flow pressure and drag against the vane 3b, thus increasing the clearance between said vane and said outer shelluntil fully open where there is maximum clearance FIG. 3-B, B₂, and FIG.3-C, B₂, thus attaining maximum flow and step down or slip thiscondition being defined as “low gear” for this type of tranmission. InFIG. 3-B, B₃ is illustrated the stator cross-section along with thefluid chamber formed by the clearances between said stator, vane,sealing means and outer shell, this area perpendicular to the generalflow path said flow turbulent and complex.

[0020] To best satisfy rider preferences, changes in vane position canbe dampened or slowed to relate to human cadence ranges else themechanical advantage will change instantly and the ratio would go from“high” to a lower gear and back to “high” gear for each revolution ofthe crankarms. Dampening does not affect the efficiency of the transferof power so is not required for practical operation.

[0021] In the mechanical stator (see FIG. 12), the vane 3 b, is mountedonto a piston 3 c, which supports said vane and which is structurallyattached to said stator body perpendicular to the stator face it isthreaded into and directionally towards the flow. The vane is bored forthis support piston for said bore to act as a cylinder, said vane bodydrilled with a small port 3 c ₂, and thus the support piston must pumpfluid through said port in order for the vane to move being immersedthus dampening any motion said dampening performance tuned by the sizeand number of ports, including flow directional control for asymmetricresponse so that dampening will be more or less depending on thedirection of flow through the dampening circuit, this all is part of thescope of performance related attributes for any mechanical vanedampening system which are easy to tune by changing viscosity, springstrength or the number of vanes used. For example, five vane positionsare illustrated in FIG. 12, yet a small child may only require one vanewith light springs while the very large person will require all fivevanes with heavy springs. The figures in addition to illustrating amechanical dampening system also illustrate another system that uses acomposite stator.

[0022] A composite stator (see FIG. 11), can function similarly tomechanical stators from engineered spring and dampening qualities formedinto the materials using plastics, amendments and structural shapes frommetallic spring materials, said shapes also affecting dragcharacteristics by their geometry as it relates to flow paths especiallybound vortices which can be manipulated to alter drag. Composite statorsoffer good economy for performance gained. Due to the slow recoveryproperties of plastics, vane construction can include metallic springsattached, to the stator body before injection molding completes the vaneto enhance the ability of the vane to fully recover, thus the stator isa composite using metals and plastics to attain optimum performance.However, plastic vanes without metallic springs are adequate for mostutility uses.

SUMMARY

[0023] This invention is from an effort to develop an automatictransmission for bicycles that was a replacement part for standardsprockets and that was relatively inexpensive. The inventor was familiarwith the simple torque converter and viewed it as a theoretical model sobegan to apply that to human powered vehicles as a transmission that isable to change mechanical advantage by changing drag in response tochanges in torque using the attributes of springs and drag surfaceswithin a closed fluid system.

[0024] The main drawback of solely using a fluid for power transfer inautomobiles is that the energy losses from heating the fluid at suchhigh horsepower ratings are prohibitive. This at first was an issue.From research it was found that human power output is so small that suchenergy losses from generated heat caused by turbulence formation withinthe fluid are not an issue for this type of transmission. The torqueconverter is based on a simple basic fluid transmission that alters theshear zone thickness within a fluid couple in response to applied torquewith increases in torque driving the two surfaces apart by theturbulence having increasing energy thus thickening as more power isapplied and this compressing the spring allowing the drag surface tomove; this all changing the overall step down or slip of thetransmission.

[0025] To be a replacement part, a most sensible method is to have thechain rotate the outer housing to transfer power, this concept cameafter the early design sketches with functional parts closely resemblingsimple forms of a torque-converter having a conical impeller moveableagainst a spring for changing drag between a similar stator cone. Inlate April of 2001 the current configuration of bearings, inner shell,outer shell and stator were used in design drawings for the first time.

[0026] For economy and simplicity it seems best to choose fluids tochange mechanical advantage in response to changes in torque instead ofphysically shifting individual sprockets. The sprockets, derailleurs andshifters required for most contemporary transmissions are simply manytimes more expensive to make than this invention. The torque converterof course is able to change slip in response to torque and in a bicycletransmission changes in slip will alter the mechanical advantage of thesystem and therefore the design problem was to create a torque convertermechanism that can be used with a standard bicycle hub and tuneperformance so that a rider considers the transmission functional.

[0027] A first theoretical prototype was constructed and ridden toestablish basic performance concerns. From these discoveries themechanical vane stator was designed to use a piston rod to support thevane itself and then have a small port to thus create a means to dampenthe spring reaction time and slow it such that it relates to humancadence. To give refined control of dynamic response with the compositestator, vane shape can be altered to affect the bound vortex enclosedbetween vanes as well as the stiffness and recovery rate using commonplastics, amendments and related injection molding equipment. Using theproperties of this type of drag from flow bound to vane shape foradditional means to induce drag beyond simple expansion of the clearanceis not available easily to a mechanical vane device. The compositestator design has many advantages over a mechanical vane stator,prominently it has an economy for performance gained from ease ofmanufacture and the ability of the composite materials to handle largertorque loads such as for tandems and pedicabs.

BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The drawings render the Fluid Automatic Bicycle Transmission forthe main types of hubs used in contemporary bicycles in fiveembodiments: Cassette Replacement, Cassette Body Replacement, FreewheelReplacement, Single Speed Replacement, and Bicycle Hub Replacementillustrated by these drawings for underlying concepts and understandingthe embodiments with the accompanying drawings in which:

[0029]FIG. 1 is a bicycle side elevation view with inset of a fluidautomatic bicycle transmission replacement for cassette sprockets beinginstalled using a lock ring;

[0030]FIG. 2 presents conceptual sketches explaining the prior art andconcepts for a small fractional horsepower fluid automatic transmission;

[0031]FIG. 3 illustrates how the invention changes drag in response tochanges in the rider's applied torque;

[0032]FIG. 4 is an expanded view of parts required to construct saidtransmission;

[0033]FIG. 5 presents cross-sectional views of the five basicembodiments;

[0034]FIG. 6 is a cross-sectional view of the cassette sprocketreplacement embodiment;

[0035]FIG. 7 is a cross-sectional view of the cassette body replacementembodiment;

[0036]FIG. 8 is a cross-sectional view of the freewheel replacementembodiment;

[0037]FIG. 9 is a cross-sectional view of the single speed freewheelreplacement embodiment;

[0038]FIG. 10 is a collection of drawings of the inner shell;

[0039]FIG. 11 are drawings of the composite vane stator embodiment;

[0040]FIG. 12 illustrates the parts comprising the mechanical vanestator embodiment;

[0041]FIG. 13 has views to illustrate the two halves of the outer shell;

[0042]FIG. 14 illustrates the drive sprocket that threads onto the outershell;

[0043]FIG. 15 identifies common parts to all embodiments;

[0044]FIG. 16 is a cross-sectional view of the internal hub embodiment.

[0045] Similar references identify similarly functioned parts throughoutthe drawings.

DETAILED DESCRIPTION OF THE INVENTION

[0046] A bicycle 20, having a standard crankset 16 a, and chain 17,wrapping a front chainring 16 b, transferring tensional force to a hubbody 12, having a new invention titled “Fluid Automatic BicycleTransmission” comprised of a sprocket 6, being pulled by said chain fromapplied tensional force or other power transfer means as input power torotate an outer shell 4, supported by a wheel-side bearing 7 a, havingsealing means 5 a-5 b, of o-rings closely confined by structuralsurfaces, having a stator 2, having drag varying means (see FIGS. 3, 11and 12), a drive-side bearing 7 b, and an inner shell 1, saidtransmission having a filling means 8, and having been filled with anappropriate fluid such that power is transferred from said sprocket andsaid outer shell to said inner shell within the closed fluid system,said inner shell fixed using a lock ring 11, onto an outer freewheelingbody 10 a, on any contemporary bicycle freehub design, said freewheelingouter body supported by ball bearings 10 j, bearing cones 10 g, affixedto an inner freewheeling body 10 b, supported by bearing cones 10 h,affixed to an axle supported by the bicycle frame 21; said inner andouter freewheeling bodies having pawl races, pawls and retaining means10 i, to only allow freewheeling rotation in one direction without whichreversing the direction of flow within the transmission results in powertransfer.

[0047] The inner shell 1 (see FIG. 10), begins with hollow round stockextruded or machined with inner splines 1 a, to fit the industrystandard freehub cassettes (see FIG. 5 A), as a replacement for thestandard sprockets; said inner shell is cut to a width able to use saidlock ring to affix said transmission to a standard bicycle cassettefreehub body, said inner shell with a step 1 d, machined for a driveside bearing 7 a, using a slip-fit tolerance, and, said inner shellhaving machined steps for sealing means 1 e, on each side of a splinedstep 1 b, for said stator to engage said inner shell; then, a secondbearing step 7 b, on the wheel side for said wheel side bearing using aslip-fit tolerance such tolerances allowing the transmission to beserviceable; and having an outer shell 4, comprised of two pieces 4 a-4b, machined or otherwise formed and which can thread together or beotherwise joined to accept said inner shell with sealing means with saidstator, drive side o-ring, then, the drive side bearing 7 a, isinstalled into a drive side outer shell 4 a, tight against a flange 4 ₁,that limits bearing travel and adds a contact surface for said sealingmeans 5, said inner body with said sealing means and said bearing isthen installed onto said inner shell, said stator then installed, saidwheel side sealing means is then installed 5 b; having a sealing meansinstalled to seal said outer shell halves 5 c; said wheel side bearing 7b, is installed into said wheel side outer shell 4 b, then threaded orotherwise attached to a drive side outer shell thus to make contact withsaid wheel side outer shell flange 4 ₁, and sealing means 5 b, andhaving two filling holes, drilled and threaded for plugs 8 a-8 b, tocomplete a fluid chamber 9, said chamber filled with an appropriatefluid through said filling holes and sealed using said plugs to completea closed fluid system making said transmission operational, with fluidviscosity affecting performance.

[0048] Said transmission, can also be embodied to replace the hubcassette body FIG. 7, and therefore bolt to the hub using the standard10 mm hollow bolt 10 c, such configuration allowing a 9-tooth drivesprocket this being a significant advantage in performance. A thirdembodiment replaces the contemporary standard multi-speed freewheelsFIG. 8, and a fourth embodiment replaces single speed freewheels, FIG.9, these embodiments having many parts with common functions (see FIG.15), for example: Axle bearing cones 10 g, axle lock nuts 10 e, spacers10 f, freewheeling pawl races and the pawls with their spring/retainer10 i, outer and inner freewheeling body 10 a-10 b, ball bearings 10 j,and bearing adjustment washers 10 k. In these embodiments thefreewheeling body or structure that the standard sprockets of anexisting cassette or freewheel are affixed to is modified to acceptinner and outer bearings, a stator with sealing means between them andsaid inner and outer body to create a fluid chamber, having a singlesprocket affixed to said outer shell to power the transmission fromrider input. The hub replacement embodiment FIG. 16, uses similarlyfunctioning parts with the addition of an input shaft 6 b, to transferinput power internal to the hub where a freewheeling body applies powerto the part functioning as an “outer shell” FIG. 164, having two sets ofcaged bearings 7 c, for axial alignment allowing said outer shellflanges to be used with said sealing means to create a fluid chamberhaving filling means and having a stator structurally fitted to an innershell that is also the hub body in this embodiment.

[0049] Power is transmitted from a crankset 16 a, using a standardbicycle chain 17, to said sprocket 6 (see FIG. 14), using threads, 6 a,to be structurally fixed to said drive side outer shell 4 a, by thethreading shown as 4 ₂, for a replaceable sprocket, or by splines orother fixing methods to said drive side outer shell, 4 a, having aflange abutting the bearing 4 ₁, to create a fluid barrier using ano-ring 5 a, to seal the fluid chamber 9, such geometry chosen to reducepossible leak points to a minimum and to self-lubricate the seal withsaid fluid, said wheel side outer shell having an identical flange 4 ₁.

[0050] Said wheel-side bearing 7 b, is slip-fit to said inner shellbearing step 1 d ₂, and to slip-fit to said wheel side outer shell 4 b,creating a void from clearances A₁, A₂, A₃, and A₄ once assembledbetween said bearings 7 a-7 b, outer shells with flanges 4 ₁-4 ₂, thesealing means of o-rings 5 a-5 b, a stator 2, inner body 1, and havingfilling means having plugs 8 ₁-8 ₂, to complete a fluid chamber which isa closed fluid system. Said hub embodiment using similarly functioningparts with additional bearings 7 c, to isolate the input shaft 6 b,creates a fluid chamber in a similar manner between the pawl outer body(which is also the outer shell in this embodiment), and the stator FIG.16, 3.

[0051] Vanes 3 b, are used to regulate drag (see FIG. 3), by controllingthe clearance between said vane and said outer shell as illustratedusing the mechanical vane assembly with A₁, A₂, and A₃, using springqualities of the vane in composites or actual springs to hold the vaneagainst the flow thus transferring power by such resistance as increaseddrag. At rest the springs 3 a, keep the vane clearance to a minimum FIG.3-B, B₁, a stop 3 d, prevents the vane from actual contact with saidouter shell in the mechanical vane stator (see FIG. 12), stator vaneembodiments having an initial resistance or preload that must beovercome to enlarge the clearance thus allowing the rider to apply powerat minimum clearance A₁, this condition representing “high gear” to therider and has the least step-down from slip and therefore maximum drag.

[0052] The clearance enlarges from this minimum, B₁, to a maximum, B₂,as drag increases from increased flow velocity and further compressesthe composite vane FIG. 11, or vane springs 3 a, this slip increasing toa maximum clearance labeled Vane Open, wherein minimum drag is attainedthus changing the mechanical advantage from “high gear” to “low gear” inthe varying of the clearance. The condition of “low gear” for this typeof device is the maximum slip allowed by shear under full power withinthe fluid chamber between the two shells due to clearances among thestator parts and their surfaces to the outer shell and drag from complexturbulent flow comprising essentially a fixed-ratio fluid couple whenall vanes are fully open, else the transmission would require a cadencetoo high for a human rider to transfer power in a practical manner up asteep hill, said fluid couple quantitatively affected by fluid viscosityto adjust performance over a wide range from a single transmissionwithout changing parts clearances.

[0053] Said vane assembly, View E₁₂ or the composite materials of thevane itself can embody dampening functionality in response to changes inapplied torque, else the vanes can react immediately to changes thusallowing the mechanical advantage to change from “high” to “low” andback to “high” during every stroke of the pedals, this condition notpreventing the device from transferring power. In said mechanical stator(see FIG. 12), dampening is accomplished by the structural piston 3 c ₁,having a small port in the vane C₁₁, connected to the cylinder C₉, inwhich the piston moves, these parts being immersed within the fluidchamber such motion causes said fluid to be pumped through said smallport slowing vane travel velocity, this system adjusted by changing theport size and/or viscosity of the fluid to perform appropriate to therider group.

[0054] Said vane 3 b, and vane assembly 3 a, 3 c, 3 d, attached to saidstator body 2, having splines or other structural means for attachmentto said inner shell 1, drag from fluid flow within the closed fluidsystem transferring power from said outer shell to said stator that isintimately connected to said freewheeling body and hub, causing saidbicycle wheel to accelerate the rider forward, and wherein mechanicaladvantage is changed by applied torque to move the ratio from “highgear” to “low gear” within typical ranges for the type of vehicleautomatically in a manner the rider considers normal operation overvaried terrain.

What is claimed is:
 1. A bicycle hub comprised of: A bicycle hub body;having rim support means; having a fluid automatic bicycle transmissioncomprising: A cylindrical outer shell; having a rotational power inputmeans such as a sprocket for a standard bicycle chain drive or othermeans; having flanges for sealing means; having bearings slip fit withinseats to support said transmission at each end of said cylindrical outershell; a stator; having means to vary drag as input power varies withlimited change; having means to regulate or dampen said drag variationsuch that it relates to human cadence; an inner shell; having saidstator afixed centrally between said flanges of said outer shell to saidstator; a sealing means between said stator, outer and inner shell, andwith all these assembled creating a fluid chamber; a fluid-fillingmeans; said transmission filled with appropriate fluid thus having powertransfer ability; and either said transmission attached to saidfreewheel body that is attached to said hub body, or, said freewheelbody is integral to said inner shell and attached to said hub body; or,said freewheel body is internal to said hub body and acting as saidouter shell above applies power using said fluid chamber to transferpower to said hub body which is acting as said inner shell; to completesaid bicycle hub.
 2. A bicycle hub of claim 1 wherein the inner shellreceives power input. Thus an outer shell is attached to the hub body onits external facing surface to a freewheeling body, and, said innershell receiving power is attached to the opposing side of saidfreewheeling body.
 3. A bicycle hub of claim 1 wherein the drag varyingmeans is attached to the power input shell.